Railway-car.



J. R. CARDWELL.

RAILWAY GAR.

APPLICATION FILED MAR. 20,1911.

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vices; as shown, suc

JAMES R. CAB/DWELL, OF CHICAGO, ILLINOIS, ASSIGNOR TO UNION DRAFT GEARCOMPANY, OI? CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

RAILWAY-CAR.

Linares..

Specification. of Letters Patent.

Application filed March 20, 1911.

Patented Aug. 4, 19114..

serial No. 615,753.

To all whom t may concern Be it known that I, JAMES R. CAnnwnLL, acitizen of the United States, and resident o f Chicago, county of Cook,and State of Illi-t nois, have invented certain new and usefulImprovements in Railway-Cars, of which the following is a specification,and which are illustrated in the accompanying drawings forming a partthereof.

The invention relates to improvements in railway cars, and hasparticular reference to the application thereto of draft and buffinofmechanism.

'llhe object of the invention is to increase the efficiency of devicesof this character; and it. consists broadly in so constructing the carand the draft and bufling mechanism thereof that the draft appliance ishoused between the end of the car and the transom or body bolster, and,while serving 1n part as the buiflng device, is supplemented as such bybufling mechanism located back of the transom and connected with thedraft mechanism by means of a lunger or thrust bar which passes beyond te transom.

The invention is capable of embodiment in various known types of cars,there being used, for the purpose of disclosing its character, a commonform of friction draft mechanism.

In the accompanying drawings, Figure 1 is a det-ail plan of a railwa.car with the flooring removed, the draft si ls being shown partly 1nsection; and Fig.l2 is a detail longitudinal section of the car, thedraft and bufling mechanisms being shown partly in section and partly inelevation.

The end sill of a car is shown at 10; its drafts sills at 11, 12, andone of its transoms or holsters at 13. The coupler is shown at 14, andis provided with the usual tailstrap or yoke 15 which encircles thefollowers 16 17. The forward follower engages a pair of draft lugs 1819, which are secured to the inner'faces of the sills 11, 12. Betweenthe followers 16 and 17 there is located any suitable form of yieldingressure-absorbing dedevices comprising two pairs of triangularwedge-blocks 20, 21, and 22, 23, seated, respectively, against theadjacent faces of the followers 16, 17; a block 24, having obligue orwedging faces at each end for engaging the adjacent faces of each pairof the first-mentioned blocks; a pair of beveled plates 25, 26, bearingagainst the outer faces of the members of each pair of the first-namedwed e-blocks; a bolt 27 extending transversely t irough the members 24,25 and 26, and carrying upon each of its ends 4coiled springs 28, 29,which react between abutments 30, 31, adjacent the ends of the bar 13,and abutments 32, 33, sleeved upon the bar and bearing, respectively,upon the members 25, 26. The draft gear described is of the form shownin Patent No. 819,266, granted to me May 1st, 1906.

A buling appliance which may be and, as shown, is of the same characteras the draft appliance, is located back of the transom or bolster 13 andcomprises a forward and rearward follower 34, 35, the latter abuttingagainst lugs 36, 37, secured to the sills 11, 12; triangular wedgingblocks 38, 39, and 40, 41; a central wedglng member 42 coperating withboth of such pairs of wedging blocks; beveled lates 43, 44, engaging theouter faces of allie several wedging blocks; the transverse bolt 45passing through the members 42, 43, and 44; the springs 46, 47, carriedby the bolt and reacting between outer abutments 48, 49, and innerabutments 5o, 51.

Interposed between the rearward follower 17 of the draft mechanism andforward follower 34 of the buiiing mechanism just described is a plungeror thrustbar 52, which, in the construction shown, passes through atransverse aperture 53 in the transom or bolster 13. The'forward end ofthe bar 52 may be su ported u on brackets 54, 55, secured to t e inneraces of the sills 11, 12, and is bifurcated, as shown at 56, to straddlethe rear end of the yoke 15 and to allow backward movement thereof.

Upon the application of pullin stresses the follower 17 is drawn forwaragainst the resistance of the springs 28, 29, and the various wedgescoperating therewith, the stresses being transmitted to the draft sillsthrough the forward follower 16 and the lugs 18, 19. Upon theapplication of buffing stresses the coupler 14 is moved inwardly andforces back the forward follower 16 against the resistance of thesprings 28, 29, and the various wedges coperatin therewith the stressesbeing transmitte through the rearward follower 17 to the bar 52, andthrough this bar and the buling mechanism to the draft sills. The buflinmechanism back of the transom may be, an

preferably is more owerful than the draft mechanism, and will) not yieldto the lighter ressures which are resisted entirely by the orward gear,lAfter the draft gear has been completely compressed the buffing gearwill begin to yield.

lt has been found impracticable heretofore, because of the contractedspace between the end of the car and the transom or llO in shown anddescribed, the ordinary draft mechanism, which heretofore has beenrelied upon for dlssipating,l the bufng stresses, may ne supplemented bya bufling mechanioaiae nism havingA sufficient resistance to preventdamage to the ears, even though the bufng stresses be much more severethan a draft mechanism can withstand.

ll claiin as my inventionln combination, a car having a body bolster,draft gear located between the end of the car and the bolster andcomprising a follower, a coupler bar, and a yoke attached to the couplerbar and encircling the follower, bufhng gear located back of thebolster, and a thrust bar interposed between the draft and buiiinggears, the forward end of the thrust bar being bifurcated to inclose theyoke.

JAMES R, GARDVJELL. Witnesses:

LOUIS K., GILLsoN, lli. M. Kneifel-Inn

